FR3109630A1 - Electronic device and method for assisting in the configuration of a flight of an aircraft, associated computer program - Google Patents

Abstract

Electronic device and method for aiding the configuration of a flight of an aircraft, associated computer program This electronic device (20) for aiding the configuration of a flight of an aircraft (10) comprises: - an acquisition module (22) configured to acquire a flight modality, previously selected by a user from a set of predefined flight modalities; - a determination module (24) configured to determine a group of avionic functional component(s) according to the modality acquired, each functional component presenting an elementary score for each predefined flight modality, an overall score being calculated for each possible group of component(s) from the elementary score(s) of the components of said group for the acquired modality, the determined group being the one with the best overall score among the calculated overall scores; - a display module (30) configured to display information relating to each component of the determined group of avionic functional component(s). Figure for abstract: Figure 1

Description

Electronic device and method for aiding the configuration of a flight of an aircraft, associated computer program

The present invention relates to an electronic device for aiding the configuration of the flight of an aircraft.

The invention also relates to a method for aiding the configuration of a flight of an aircraft, the method being implemented by such an electronic configuration aid device.

The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement such a configuration assistance method.

The invention therefore relates to the field of devices for aiding the piloting of an aircraft, in particular for aiding the configuration of the flight of the aircraft, whether before a flight, for example during mission preparation , during the actual flight, or even after the flight, for example during taxiing after landing, or even after the arrival of the aircraft at its parking point. The user of such a piloting aid device is then preferably the pilot or co-pilot of the aircraft.

Currently, pilots predominantly use paper or digitized documents, or else resort to a set of software applications, for example implemented on a portable electronic device, such as an EFB ( Electronic Flight Bag ), when they are out of the aircraft. When the pilot is on board the aircraft, he then essentially uses the avionic systems on board the aircraft for managing the flight.

However, such a disparity in the working supports offered to pilots is not ideal, since the pilot must then regularly switch from one working support to another.

The object of the invention is therefore to propose an electronic device, and an associated method, for aiding the configuration of a flight of an aircraft making it possible to facilitate the work of the user, such as the pilot of the aircraft, whether before the flight, during the flight, or even after the flight.

To this end, the subject of the invention is an electronic device for aiding the configuration of the flight of an aircraft, the device comprising:

- an acquisition module configured to acquire a flight modality, previously selected by a user from a set of predefined flight modalities;

- a determination module configured to determine a group of avionic functional component(s) according to the modality acquired, each functional component presenting an elementary score for each predefined flight modality, an overall score being calculated for each possible group of component(s) from the elementary score(s) of the components of said group for the modality acquired, the group determined being that having the best overall score among the overall scores calculated;

- a display module configured to display information relating to each component of the determined group of avionic functional component(s).

The configuration aid device according to the invention then makes it possible to offer the user an adaptive workspace, which adapts in particular to the flight mode that he has previously selected, the group of component(s) avionic function(s) displayed being determined according to said modality previously selected by the user, then acquired by the acquisition module.

The group of functional avionic component(s) displayed is preferably determined as a function, in addition, of user characteristic(s) and/or characteristic(s) relating to the company chartering the aircraft, and the workspace is then also adaptive to the habits of the user, or even to a history of previous flight(s) of the aircraft.

The information relating to each component of the determined group is preferably further able to be displayed, by the display module, on any display screen, in particular both on a screen of a personal electronic device, also denoted PED (from the English Personal Electronic Device ), only on a display screen on board the cockpit of the aircraft. In other words, the workspace is then accessible both on the PED and on the cockpit screen.

Those skilled in the art will also understand that the configuration aid device according to the invention makes it possible to offer the user such an adaptive space, without it being necessary for the user to intervene to modify this workspace. , apart from the prior selection of the desired flight mode.

According to other advantageous aspects of the invention, the electronic configuration aid device comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations:

the electronic device further comprises a generation module configured to generate, via the determined group of avionic functional component(s), at least one modification instruction relating to a flight phase of the aircraft;

- the electronic device further comprises a transmission module configured to transmit each modification instruction generated to at least one corresponding avionic system;

each avionic system being preferably chosen from the group consisting of: a flight management system (FMS), a flight warning system (FWS), a radio management system (RMS), a communications management system ( CMU), Air Traffic Services System (ATSU), Traffic Collision Alert System (TCAS), Terrain Awareness and Warning System (TAWS), and Autopilot (PA) system ;

- each modification instruction generated is an avionics function parameter(s) modification instruction;

each modification instruction generated being preferably chosen from the group consisting of: a speed modification instruction, an altitude modification instruction, a route modification instruction, a destination modification instruction, a terrain modification instruction support, a radio communication instruction, such as a radio frequency adjustment instruction, an environment update instruction, such as a predicted weather instruction or a predicted traffic instruction, and an instruction monitoring of the environment, such as an instruction for monitoring surrounding traffic(s), an instruction for monitoring the terrain or an instruction for monitoring meteorological hazard(s);

each modification instruction generated being preferably still used to simulate a flight variant of the aircraft.

- the determination module is configured to determine the group of avionic functional component(s) as a further function of user characteristic(s) and/or company characteristic(s) relating to a company chartering the aircraft;

each user characteristic being preferably chosen from the group consisting of: a duration of use of the respective functional component during previous flight(s), a number of recommendation(s) of the respective functional component accepted by the 'user ;

the company characteristic preferably depending on passenger satisfaction criterion(s) during previous flight(s);

- a weighting coefficient is associated with each user characteristic and/or with each company characteristic, and the determination module is configured to calculate each overall score as a function of the respective weighting coefficient(s), each respective weighting coefficient being applied to a corresponding elementary note;

- the set of predefined flight modalities includes a minimum distance flown modality, an earliest arrival at destination modality, a minimum turbulence modality, a path modality with the best network connectivity, and a minimum quantity modality fuel consumed;

- each avionics functional component is chosen from the group consisting of: a take-off conditions component, a landing conditions component, a taxiing management component, a passenger management component, a crew, a flight management component, an aircraft state component and a procedure component to be followed during take-off; And

- the number of functional components included in the group of avionics functional components is between 2 and 8, preferably between 3 and 5, more preferably equal to 4.

The invention also relates to a method for aiding the configuration of a flight of an aircraft, the method being implemented by an electronic configuration aid device and comprising the following steps:

- the acquisition of a flight mode, previously selected by a user from a set of predefined flight modes;

- the determination of a group of avionic functional component(s) according to the modality acquired, each functional component having an elementary score for each predefined flight modality, an overall score being calculated for each possible group of component(s) from the elementary score(s) of the components of said group for the modality acquired, the group determined being the one having the best overall score among the overall scores calculated; And

- the display of information relating to each component of the determined group of avionic functional component(s).

The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement a preparation method, as defined above.

These characteristics and advantages of the invention will appear more clearly on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings, in which:

FIG. 1 is a schematic representation of an aircraft comprising an electronic device according to the invention for aiding the configuration of a flight of the aircraft, the configuration aid device being connected to avionic systems, to a database, as well as a display system;

FIG. 2 is a schematic representation of a view displayed by the configuration aid device on the display system of FIG. 1, according to a first example;

Figure 3 is a view similar to that of Figure 2, according to a second example;

Figure 4 is a view similar to that of Figure 2, according to a third example; And

FIG. 5 is a flowchart of a method, according to the invention, for aiding in the configuration of a flight of the aircraft, the method being implemented by the electronic configuration aid device of FIG. 1 .

In FIG. 1, an aircraft 10 comprises several avionic systems 12, a database 14, one or more display systems 16, and an electronic device 20 to help configure a flight of the aircraft 10, the electronic configuration aid device 20 being connected to the avionic system 12, to the database 14 and to the display system(s) 16.

The aircraft 10 is for example an airplane as in the examples of FIGS. 2 to 4. Alternatively, the aircraft 10 is a helicopter, a drone that can be controlled remotely by a pilot, or else an autonomous aircraft without an operator.

The avionic systems 12 are known per se, and are capable of transmitting to the electronic configuration aid device 20 various avionic data, for example so-called “aircraft” data, such as position, speed, acceleration, orientation, heading or even the altitude of the aircraft 10, and/or so-called “navigation” data, such as a flight plan.

The avionic systems 12 are also capable of receiving instructions, or even commands, from the configuration aid device 20.

Each avionic system 12 is for example chosen from the group consisting of:

- a flight management system of the aircraft 10, also denoted FMS ( Flight Management System ),

- a flight warning system, also known as FWS ( Flight Warning System )

- a radio management system, also denoted RMS (from the English Radio Management System ),

- a communications management system, also known as CMU ( Communication Management Unit ),

- an air traffic service system, also denoted ATSU (from the English Air Traffic Service Unit ),

- a traffic collision alert system, also known as TCAS (from the English Traffic Collision Air System , or Threat-Analysis/Collision Avoidance System, or Traffic Collision Avoidance System ),

- a terrain awareness and warning system, also denoted TAWS ( Terrain Awareness Warning System ), and

- an automatic pilot system, also denoted PA for automatic pilot, or even AP (from the English Automatic Pilot ).

The database 14 is optional, typically a navigation database, and is known per se. The navigation database is also called NAVDB (from the English Navigation Data Base ), and includes in particular data relating to landing strips on which the aircraft 10 is likely to land, or data relating to prohibited airspace or flight zones.

The database 14 also includes for example a set of predefined flight modes, used to help configure the flight of the aircraft 10, as will be described in more detail below.

The set of predefined flight modalities includes for example:

- a modality of minimum distance flown, i.e. a modality aimed at obtaining the shortest flight in distance;

- a method of arrival at the destination as soon as possible, i.e. a method aimed at obtaining the fastest flight, or with the greatest probability of saving time;

- an optimal turbulence mode, in order to optimize the comfort of the passengers of the aircraft 10,

- a mode of travel with the best network connectivity, that is to say making it possible to obtain a flight offering, inside the cabin of the aircraft 10, the best connectivity to a communications network, typically with the best quality of network coverage, that is to say corresponding to a minimum number of disconnections from the network, or even offering the best communication rate with said network; And

- a mode of minimum quantity of fuel consumed, then aiming to obtain the most fuel-efficient flight.

In the example of FIG. 1, the database 14 is a database external to the configuration assistance device 20. Alternatively, not shown, the database 14 is a database internal to said configuration assistance device. setup help 20.

The display system(s) 18 are, for example, display screens on board the cockpit of the aircraft 10, as in the example of FIG. 1, and/or a screen of a personal electronic device , also denoted PED, the workspace associated with the configuration aid device 20 being intended to be accessible both on the PED and on the cockpit screen. When the display system 18 is on board the cockpit of the aircraft 10, it is for example a head-down display system and/or a head-up display system, also called HUD (from English Head Up Display ). The head-down display system is, for example, a navigation data display system (English Navigation Display ). As a variant or in addition, the display system 18 is a remote display system, in particular a display system external to the aircraft 10, such as a display system in a ground station.

The electronic configuration assistance device 20 is configured to provide assistance to the user, such as the pilot of the aircraft 10, for the configuration of the flight of the aircraft 10, whether before a flight, by example during mission preparation, during the actual flight, or even after the flight, for example during taxiing or even after the arrival of the aircraft 10 at its parking point.

The configuration aid device 20 is in particular configured to offer the user an adaptive workspace which adapts in particular to a flight modality that he has previously selected from among the set of predefined flight modalities. The workspace then comprises a group of avionic functional component(s) which is determined according to said modality previously selected by the user. The configuration aid device 20 is in particular adapted to offer the user such an adaptive space, without it being necessary for the user to intervene to modify this work space, after having selected the desired flight mode.

The configuration aid device 20 comprises a module 22 for acquiring a flight modality previously selected by the user from among the set of predefined flight modalities, and a module 24 for determining a group 26 of avionic functional component(s) 28 as a function of the modality acquired.

The configuration aid device 20 comprises a module 30 for displaying information relating to each component 28 of the determined group 26.

As an optional addition, the configuration aid device 20 further comprises a module 32 for generating, via the determined group 26 of avionic functional component(s) 28, at least one modification instruction relating to a flight phase of the aircraft 10.

As a further optional addition, the configuration aid device 20 further comprises a module 34 for transmitting each modification setpoint generated to at least one corresponding avionic system 12.

In the example of FIG. 1, the electronic configuration aid device 20 comprises an information processing unit 40 formed, for example, of a memory 42 and a processor 44 associated with the memory 42.

In the example of Figure 1, the acquisition module 22, the determination module 24 and the display module 30, as well as optionally the generation module 32 and the transmission module 34, are each made in the form of software, or a software brick, executable by the processor 44. The memory 42 of the electronic configuration aid device 20 is then capable of storing software for acquiring a flight modality previously selected by the user; software for determining the group 26 of avionic functional component(s) 28 according to the modality acquired by the acquisition software; and software for displaying information relating to each component 28 of the determined group 26. As an optional addition, the memory 42 of the electronic configuration aid device 20 is capable of storing generation software, via the determined group 26, of at least one modification instruction relating to a flight phase of the aircraft 10; and software for transmitting each modification instruction generated by the generation software to at least one corresponding avionic system 12 . The processor 44 is then capable of executing each of the software programs among the acquisition software, the determination software and the display software, as well as, in optional addition, the generation software and the transmission software.

When, as a variant, not shown, the database 14 is a database internal to the configuration aid device 20, it is typically able to be stored in a memory of the configuration aid device 20, such as than memory 42.

In addition, the electronic configuration aid device 20 comprises several information processing units 40 each formed, for example, of a respective memory 42 and of a respective processor 44 associated with said memory 42. According to this addition, the display module 30 and the transmission module are each hosted on a respective information processing unit 40, separate from the information processing unit 40 hosting the other modules of the electronic configuration aid device 20, namely the acquisition 22, determination 24 and generation 32 modules.

As a variant, not shown, the acquisition module 22, the determination module 24, the display module 30, as well as in optional addition the generation module 32 and the transmission module 34, are each made in the form of a programmable logic component, such as an FPGA (from the English Field Programmable Gate Array ); or else in the form of a dedicated integrated circuit, such as an ASIC ( Application Specific Integrated Circuit ).

When the configuration aid device 20 is produced in the form of one or more software, that is to say in the form of a computer program, it is also able to be recorded on a medium not represented, readable by computer. The computer-readable medium is, for example, a medium capable of storing electronic instructions and of being coupled to a bus of a computer system. By way of example, the readable medium is an optical disc, a magneto-optical disc, a ROM memory, a RAM memory, any type of non-volatile memory (for example EPROM, EEPROM, FLASH, NVRAM), a magnetic card or an optical card. On the readable medium is then stored a computer program comprising software instructions.

The acquisition module 22 is configured to acquire the flight mode previously selected by the user from among the set of predefined flight modes. As described previously, this set of predefined modalities comprises for example a minimum distance traveled modality, that is to say for the shortest flight; a modality of arrival at the destination as soon as possible, that is to say for the fastest flight, also called ASAP (from the English A s Soon As Possible ), as in the example of figures 2 to 4 ; a minimum turbulence modality, for flight with the least turbulence; a route modality with the best network connectivity; and a mode of minimum quantity of fuel consumed, for the most fuel-efficient flight.

The selection of said flight modality by the user is for example performed via a modality selection button 50 . The modality selection button 50 is for example a touch button as in the example of FIGS. 2 to 4 where the man-machine interface is a touch interface, or even a mechanical button, such as a selection wheel.

The determination module 24 is configured to determine the group 26 of avionic functional component(s) 28 as a function of the modality acquired by the acquisition module 24, each functional component 28 presenting an elementary score for each predefined flight modality, an overall score being calculated for each possible group 26 of component(s) 28 from the elementary component score(s) 28 of said group 26 for their acquired modality, the determined group 26 then being the one having the best overall score among the different calculated overall scores.

The determination module 24 is for example configured to calculate, for each functional component 28, the elementary score of said functional component 28 for the modality acquired, and to then determine the group 26 as being that comprising the N avionics functional components 28 presenting the N best elementary marks for said acquired modality, where N is the number of avionic functional components 28 included in the group 26. The number N is for example a parameter chosen by the user. The number N of avionic functional components 28 included in the group 26 is for example between 2 and 8, preferably between 3 and 5, and even more preferably equal to 4.

The determination module 24 is then, for example, configured to calculate each elementary score of avionic functional component(s) 28 for the modality acquired according to the following equation:

Or represents the elementary note of the avionics functional component 28, denoted Mj, for the flight modality P, also called flight policy;

j is an integer index between 1 and N designating the avionic functional component 28 within the group 26;

represents a performance criterion for the flight mode P, each criterion preferably having a value between 0 and 1;

i is an integer index between 1 and n designating the performance criterion among the n performance criterion(ies) for the flight modality P; And

represents the capacity of the avionic functional component 28, denoted Mj, to fulfill the performance criterion for the flight mode P, each capacitor preferably having a value between 0 and 1.

Preferably, the performance criteria for the flight modality P further verify the following equation:

Preferably again, the capacities of the avionic functional component 28 also satisfy the following equation:

As an optional addition, the determination module 24 is configured to determine the group 26 of avionic functional component(s) 28 as a function, moreover, of user characteristic(s) and/or relative company characteristic(s). (s) to a company chartering the aircraft 10.

According to this optional complement, each user characteristic is for example chosen from the group consisting of: a duration of use of the respective functional component 28 during previous flight(s), a number of recommendation(s) of the functional component 28 respective accepted by a user.

According to this optional complement, the airline characteristic depends for example on passenger satisfaction criterion(s) during previous flight(s).

According to this optional complement, a weighting coefficient is for example associated with each user characteristic and/or with each company characteristic, and the determination module 24 is then configured to calculate each overall score as a function of the coefficient(s) ( s) respective weighting coefficient, each respective weighting coefficient being applied to a corresponding elementary mark.

Each avionics functional component 28 is for example chosen from the group consisting of: a take-off condition(s) component, a landing condition(s) component, a taxiing management component, a passengers, a crew management component, a flight management component, an aircraft status component, and a take-off procedure component.

Each functional component 28 is then for example in the form of an elementary human-machine interface module, such as an elementary touch interface module.

In FIGS. 2 to 4, different views of a man-machine interface 60 of the configuration aid device 20 according to the invention are represented and illustrate real views comprising indications in English, as is the case in the aeronautical field. A French translation of the relevant information is provided where applicable in the description below.

In the example of FIG. 2, the man-machine interface 60 represents a group 26 of four avionic functional components 28, that is to say of four elementary man-machine interface modules. In this example, the predefined flight modality is the earliest arrival modality, also denoted ASAP ( As Soon As Possible ), as mentioned via the modality selection button 50. A first avionic functional component illustrated in this example is the take-off condition component (TAKE-OFF CONDITIONS ) , this avionics functional component 28 making it possible to obtain the most up-to-date parameters to determine the conditions which will be encountered during take-off, such as meteorological, aerological and runway conditions for take-off. A second avionics functional component 28 illustrated in this example is the passenger management component (PAX & LOAD). This component provides a list of passengers, as well as a description of their baggage. Each passenger (from the English PAX) is briefly described, for example, by their surname and first name(s), with, in addition, information relating to their expectations for the flight and possibly regulatory documents likely to be requested by customs. A third avionics functional component 28 illustrated in FIG. 2 is the crew management component (TEAM), this component making it possible, for example, to provide a list of crew members and employees who will contribute to the performance of the mission. This avionic functional component 28 is in particular capable of providing information, such as flight duration limitations, or even regulatory documents for customs. In addition, this avionics functional component 28 for crew management also comprises an electronic messaging functionality between the members of the crew. The fourth and last avionics functional component 28 illustrated in FIG. 2 is the flight management component (FLIGHT PACKAGE), which is in particular capable of providing a set of documents and media necessary for carrying out the flight, such as a description of the flight plan, meteorological messages, such as TAF ( Terminal Aerodrome Forecast ) messages, METAR ( METeorological Aerodrome Report ) messages, NOTAM ( NOTice to AirMen ).

In the example of FIG. 3, the predefined flight modality is the ASAP earliest arrival modality, as illustrated via the modality selection button 50. The determined group 26 comprises, in this example, three avionics functional components 28. A first functional component 28 represented is the take-off condition component (TAKE-OFF CONDITIONS) described previously, a second avionics functional component 28 illustrated is the procedure component to be followed during take-off (English SID CHART), which is capable of providing a presentation of the procedure to be followed during take-off, also denoted SID (from the English Standard Instrument Departure ), for example in the form of an aeronautical chart capable of being projected on a representation 2D or 3D graph of the geographic area. In this example of FIG. 3, a third functional component 28 illustrated is the taxiing management component (TAXI OUT) which is able to provide a 2D or 3D representation of the airport making it possible to locate the aircraft 10 on the airport, as well as the way to follow. As an optional addition, this avionic functional component 28 is also capable of alerting the user to the proximity of the aircraft 10 to an obstacle, to another aircraft, or else to non-compliance with the path to be followed on the airport.

In the example of FIG. 4, the predefined flight modality is the ASAP earliest arrival modality, as mentioned via the modality selection button 50. The determined group 26 comprises, in this example, four avionics functional components 28, namely the passenger management component, also denoted PAX, the crew management component, also denoted TEAM, the flight management component, also denoted FLIGHT PACKAGE, these three functional components 28 having been described previously, as well as the aircraft state component, also denoted AIRCRAFT. The aircraft status component is for example capable of providing the status of the aircraft 10, a list of planned maintenance activities, as well as advice for carrying out a flight in accordance with the selected flight mode.

The generation module 32 is configured to generate, via the determined group 26 of avionic functional component(s) 28, at least one modification instruction relating to a flight phase of the aircraft 10.

Each modification instruction generated is typically an avionics function parameter(s) modification instruction.

By avionic function is meant a piloting aid function of the aircraft 10, in particular in the airspace, such as a flight management function, a navigation radio management function, an anti-collision function of a terrain, a meteorology function, an on-board information function, or even a mission preparation function.

Each avionic function is then typically able to be implemented by a corresponding avionic system 12, such as one of the avionic systems 12 described above.

Those skilled in the art will then understand that the flight management function is able to be implemented by the flight management system or FMS, the navigation radio management function is able to be implemented by the radio or RMS management, the terrain anti-collision function is capable of being implemented by the terrain warning system or TAWS, the meteorology function is capable of being implemented by a weather radar system, the on-board information function is capable of being implemented by an AIS ( Avionics Interface Systems ) receiver, and the mission preparation function is capable of being implemented by a mission preparation system.

Each modification instruction generated is then, for example, chosen from the group consisting of: a speed modification instruction, an altitude modification instruction, a route modification instruction, a destination modification instruction, a support ground, a radio communication setpoint, such as a radio frequency adjustment setpoint, an environment update setpoint, such as a predicted weather setpoint or a predicted traffic setpoint, and a setpoint for monitoring the environment, such as a setpoint for monitoring surrounding traffic(s), a setpoint for monitoring the terrain or a setpoint for monitoring meteorological hazard(s).

Each modification instruction generated is preferably used to simulate a flight variant of the aircraft 10.

Each avionic functional component 28 is for example capable of promoting one or more modification instructions, that is to say one or more commands, in a language interpretable by one or more avionic systems 12.

The generation module 32 is then, for example, further configured to aggregate a plurality of modification instructions sent by several avionic functional components 28 so as not to send a series of mutually contradictory modification instructions to the avionic systems 12.

In addition, the generation module 32 is further configured to generate a respective modification instruction only if it has been previously validated by the user.

The transmission module 34 is configured to then transmit each modification instruction generated by the generation module 32 to at least one corresponding avionic system 12, so that the modification instruction generated is taken into account by the said avionic system(s) 12.

The operation of the electronic configuration assistance device 20 according to the invention will now be described with reference to FIG. 5 representing a flow chart of the method, according to the invention, of assistance in configuring a flight of the aircraft 10, the method being implemented by the electronic configuration aid device 20.

During an initial step 100, the configuration aid device 20 acquires, via its acquisition module 22, the flight mode previously selected by the user from among the set of predefined flight modes. This prior selection of the modality is typically performed via the modality selection button 50.

In the example of FIGS. 2 to 4, the flight modality acquired during step 100 is the earliest arrival modality at destination, denoted ASAP.

The configuration aid device 20 then determines, during the next step 110, and via its determination module 24, a group 26 of avionic functional component(s) 28 according to the modality acquired during step 100, each functional component 28 presenting an elementary score for each predefined flight modality, and an overall score being calculated for each possible group 26 of component(s) 28 from the elementary score(s) of the components 28 of said group 26 for the modality acquired during step 100. The group 26 determined during step 110 by the determination module 24 is then the one having the best overall score among the overall scores calculated for the different possible groups 26 .

By way of example, the number N of avionic functional components 28 for the group 26 is predefined, and the determination module 24 then determines the group 26 as being that comprising the N avionic functional components 28 presenting the N best elementary scores for the modality acquired during step 100.

During the next step 120, the configuration aid device 20 then displays, via its display module 30, the information relating to each avionic functional component 28 of the group 26 determined during step 110. Each component avionics functional 28 is for example in the form of an elementary human-machine interface module, and the information relating to each functional component 28 is then displayed inside each respective elementary human-machine interface module.

As an optional addition, the configuration aid device 20 also generates, during a following step 130 and via its generation module 32, at least one modification instruction relating to a flight phase of the aircraft 10, and this via the determined group 26 of avionic functional component(s) 28.

If applicable, that is to say in the event of generation of at least one modification instruction during the previous step 130, the configuration aid device 20 then transmits, via its transmission module 34 and during the next step 140, each modification instruction generated during step 130 has at least one corresponding avionic system 12 .

At the end of step 140, the configuration aid device 20 returns to the initial step 100, in order to acquire, if necessary, a new flight mode selected by the user and then update accordingly. the man-machine interface of the configuration aid device 20.

As a further optional addition, the configuration aid device 20 is capable of proposing a change of flight mode to the user, following detection of a change in the operational conditions of the aircraft 10. Indeed, the device configuration aid 20 forms an aggregator of aeronautical information, and is then capable of detecting changes in operational conditions, such as changes in meteorological conditions, changes relating to the opening and/or closing of infrastructures, bandwidth drops in satellite internet in a given geographical region, etc. In addition to this role of aggregator, the configuration aid device 20 is also configured to evaluate the impact of these detected changes on the flight mode selected by the user, and to then recommend a possible change of mode. of theft to the user. This additional functionality of flight modality change suggestion is described in more detail in the patent application entitled “ Management of an aircraft ” and having the filing number FR 18 00639.

Thus, the configuration aid device 20 according to the invention makes it possible to offer the user, such as the pilot of the aircraft 10, an adaptive work space, the latter adapting in particular to the modality of flight previously selected by him. The group 26 of avionic functional component(s) 28 displayed is in fact determined according to said flight mode previously selected by the user and acquired by the acquisition module 22.

Those skilled in the art will also understand that a change in flight mode on the part of the user is then likely to automatically lead to a modification of the workspace, without any action on the part of the user other than simply selecting this new flight mode. The group 26 of avionic functional component(s) 28 corresponding to the new selected flight modality is then automatically determined by the determination module 24, following the new flight modality acquired by the acquisition module 22.

Preferably, the group 26 of avionic functional component(s) 28 displayed is further determined as a function of user characteristic(s) and/or company characteristic(s), and the space The adaptive workspace is then also a workspace which adapts to the habits of the user and/or to the characteristics of the company, for example to a history of previous flight(s) of the aircraft 10.

Those skilled in the art will further observe that the adaptive workspace is able to be displayed on any display screen, and regardless of where the user is located, whether the user is at inside the aircraft 10, typically facing a display screen on board the cockpit of the aircraft 10, or even outside the aircraft 10, for example in front of the screen of its electronic device personnel, also denoted PED, when preparing the mission of the aircraft 10.

The workspace corresponding to the information displayed on the screen by the configuration aid device 20 is then accessible both on the PED and on the screen of the cockpit of the aircraft 10, and the person skilled in the art will also understand that this workspace is able to adapt to the dimensions of the screen on which it is displayed.

The configuration aid device 20 also makes it possible to offer the user such an adaptive space without intervention on his part to modify this work space, other than the prior selection of the desired flight mode.

It can then be seen that the electronic device, and the associated method, for aiding flight configuration according to the invention make it possible to facilitate the work of the user, such as the pilot of the aircraft 10, whether before the flight, during the flight, or even after the flight. The configuration aid device 20 according to the invention therefore makes it possible to reduce the cognitive load for the user, and thus to improve the safety of the flight of the aircraft 10.

Claims (11)

Electronic device (20) for aiding in the configuration of a flight of an aircraft (10), the electronic device (20) comprising:
- an acquisition module (22) configured to acquire a flight modality, previously selected by a user from a set of predefined flight modalities;
- a determination module (24) configured to determine a group (26) of avionic functional component(s) (28) according to the acquired modality, each functional component (28) having an elementary score for each predefined flight modality, an overall score being calculated for each possible group of component(s) (28) from the elementary score(s) of the components (28) of said group for the acquired modality, the determined group (26) being the one with the best overall score among the calculated overall scores;
- a display module (30) configured to display information relating to each component (28) of the determined group (26) of avionic functional component(s) (28). Device (20) according to Claim 1, in which the electronic device (20) further comprises a generation module (32) configured to generate, via the determined group (26), of avionic functional component(s). ) (28), at least one modification instruction relating to a flight phase of the aircraft (10). Device (20) according to claim 2, in which the electronic device (20) further comprises a transmission module (34) configured to transmit each modification instruction generated to at least one corresponding avionic system (12);
each avionic system (12) being preferably chosen from the group consisting of: a flight management system (FMS), a flight warning system (FWS), a radio management system (RMS), a management system (CMU), an air traffic services system (ATSU), a traffic collision alert system (TCAS), a terrain awareness and warning system (TAWS), and an autopilot system (PA). Device (20) according to claim 2 or 3, in which each modification instruction generated is an instruction for modifying parameter(s) of an avionic function;
each modification instruction generated being preferably chosen from the group consisting of: a speed modification instruction, an altitude modification instruction, a route modification instruction, a destination modification instruction, a terrain modification instruction support, a radio communication instruction, such as a radio frequency adjustment instruction, an environment update instruction, such as a predicted weather instruction or a predicted traffic instruction, and an instruction monitoring of the environment, such as an instruction for monitoring surrounding traffic(s), an instruction for monitoring the terrain or an instruction for monitoring meteorological hazard(s);
each modification instruction generated being preferably also used to simulate a flight variant of the aircraft (10). Apparatus (20) according to any preceding claim, wherein the determination module (24) is configured to determine the group (26) of avionics functional component(s) (28) based on in addition to user characteristic(s) and/or company characteristic(s) relating to a company chartering the aircraft (10);
each user characteristic being preferably chosen from the group consisting of: a duration of use of the respective functional component (28) during previous flight(s), a number of recommendation(s) of the respective functional component (28) accepted by the user;
the company characteristic preferably depending on passenger satisfaction criterion(s) during previous flight(s). Device (20) according to claim 5, in which a weighting coefficient is associated with each user characteristic and/or with each company characteristic, and the determination module (24) is configured to calculate each overall score as a further function of the or respective weighting coefficients, each respective weighting coefficient being applied to a corresponding elementary score. Apparatus (20) according to any preceding claim, wherein the set of predefined flight modalities includes a minimum distance flown modality, an earliest arrival at destination modality, a minimum turbulence modality, a route with the best network connectivity, and a mode of minimum quantity of fuel consumed. Device (20) according to any one of the preceding claims, in which each avionic functional component (28) is chosen from the group consisting of: a take-off conditions component, a landing conditions component, a taxiing, a passenger management component, a crew management component, a flight management component, an aircraft status component and a take-off procedure component. Device (20) according to any one of the preceding claims, in which the number (N) of functional components (28) included in the group (26) of avionic functional components (28) is between 2 and 8, preferably between between 3 and 5, more preferably equal to 4. Method for assisting in the configuration of a flight of an aircraft (10), the method being implemented by an electronic configuration assistance device (20), and comprising the following steps:
- the acquisition (100) of a flight modality, previously selected by a user from a set of predefined flight modalities;
- the determination (110) of a group (26) of avionic functional component(s) (28) according to the modality acquired, each functional component (28) having an elementary score for each predefined modality of flight, an overall score being calculated for each possible group of component(s) (28) from the elementary score(s) of the components (28) of said group for the modality acquired, the group (26) determined being the one having the best overall score among the calculated overall scores; And
- the display (120) of information relating to each component (28) of the determined group (26) of avionic functional component(s) (28). Computer program comprising software instructions which, when executed by a computer, implement a method according to the preceding claim.